Autonomous intelligence surveillance reconnaissance and payload delivery system and method of using same

ABSTRACT

An intelligence, surveillance, and reconnaissance system is disclosed including a ground station and one or more aerial vehicles. The aerial vehicles are autonomous systems capable of communicating intelligence data to the ground station and be used as part of a missile delivery package. A plurality of aerial vehicles can be configured to cast a wide net of reconnaissance over a large area on the ground including smaller overlapping reconnaissance areas provided by each of the plurality of the aerial vehicles.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of and is a divisional of U.S.patent application Ser. No. 13/568,025, filed Aug. 6, 2012, which claimsthe benefit of U.S. Provisional Patent Application No. 61/515,314, filedAug. 4, 2011, U.S. Provisional Patent Application No. 61/573,858, filedSep. 13, 2011, and U.S. Provisional Patent Application No. 61/610,884,filed Mar. 14, 2012, the contents of each of which are herebyincorporated by reference.

TECHNICAL FIELD

The present disclosure generally relates to autonomous orsemi-autonomous aircraft and other vehicles and a system and method forcontrolling aircraft and other vehicles.

BACKGROUND

Since the early days of intelligence satellites, aerial surveillance andreconnaissance has been a paramount feature of the intelligencecommunity. Satellite reconnaissance, however, suffers from manydrawbacks. For example, satellites are very costly to manufacture,deploy and operate. In addition, in order to monitor a particular areaon the ground, the position of a geosynchronous orbit satellite may needto be changed. The process of changing the position of a satellite iscostly and cumbersome. Furthermore, some satellites are not configuredto provide continuous high resolution video monitoring of an area. Insome cases, the satellites are configured to only provide highresolution still images.

Other aerial reconnaissance vehicles include manned or unmanned aerialvehicles, such as intelligence aircraft, e.g., unmanned drones. However,these aerial vehicles also suffer from drawbacks. For example, thelength of time an aerial vehicle can remain above a particular area islimited to amount of fuel and/or battery charge onboard the vehicle. Inaddition, operational costs of these vehicles can also be high andprohibitive of widespread use. In fact, the cost of operation alone is alimiting factor for widespread use of these vehicles in modernreconnaissance operations.

Therefore, a low cost intelligence, surveillance and reconnaissancesystem including one or several aerial vehicles is needed to provideuseful intelligence in widespread reconnaissance operations.

SUMMARY

The present disclosure provides an intelligence, surveillance, andreconnaissance system including a ground station and one or more aerialvehicles. The aerial vehicles are autonomous systems capable ofcommunicating intelligence data to the ground station and can be used aspart of a payload delivery package. A plurality of aerial vehicles canbe configured to cast a wide net of reconnaissance over a large area onthe ground including smaller overlapping reconnaissance areas providedby each of the plurality of the aerial vehicles. In some embodiments,the vehicles are not aerial vehicles.

In one embodiment, a method of operating a vehicle system comprising anautonomous vehicle and a command and control interface station having atleast intermittent communication with the vehicle is disclosed, themethod comprising the steps of: a) the vehicle monitoring a plurality ofenvironment data; b) the vehicle calculating, based at least in partupon the environment data, a soft wall radius from which it can returnto the command and control interface station; c) the vehicle receiving adestination position to which it is commanded to fly; d) the vehicledetermining if the destination position is beyond the soft wall radius;and e) the vehicle communicating an alert to the command and controlinterface station if the destination position is beyond the soft wallradius.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; a blow-hole formed in the skin; a valve positioned insaid blow-hole and having a closed position sealing the blow-hole and anopened position allowing the fluid to escape from within the interiorvolume; and a solenoid operatively coupled to the valve; wherein thevalve is biased toward the opened position and changing a state of thesolenoid allows the valve to assume the opened position.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a bladder releasably coupled to an exteriorportion of the skin, the bladder adapted to hold a second quantity offluid that is lighter than air; wherein the first quantity of fluid doesnot intermingle with the second quantity of fluid.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; at least one closable aperture in the skin; aballonet disposed within the interior volume and adapted to hold asecond quantity of fluid; and at least one lumen fluidically couplingthe ballonet and the at least one aperture for controllable flow offluid therebetween; wherein the ballonet is not coupled to the skinexcept by the at least one lumen.

In another embodiment, a fin assembly for a vehicle having a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air, the fin assembly comprising: a first roddisposed within the interior volume, the first rod having a first endand a second end; a second rod disposed within the interior volume, thesecond rod having a third end and a fourth end; a first horizontal findisposed external to the interior volume and operatively coupled to thefirst end through the skin; a second horizontal fin disposed external tothe interior volume and operatively coupled to the second end throughthe skin; a first vertical fin disposed external to the interior volumeand operatively coupled to the third end through the skin; and a secondvertical fin disposed external to the interior volume and operativelycoupled to the fourth end through the skin.

In another embodiment, a fin assembly for a vehicle having a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air is disclosed, the fin assembly comprising: asupport attached to an exterior surface of the skin; and at least onefin coupled to the support.

In another embodiment, a vehicle is disclosed, comprising: a main systemprocessor operative to control the vehicle; a subsystem that isdetachable from the vehicle, the subsystem comprising: a subsystemprocessor; and a communication bus coupling the main system processorand the subsystem processor when the subsystem is attached to thevehicle; and wherein when the subsystem is attached to the vehicle, thesubsystem processor is operative to self-configure the subsystem withoutcontrol input from the main system processor; wherein when the subsystemis attached to the vehicle, the subsystem processor is operative toannounce its presence to the main system processor over thecommunication bus; and wherein the main system processor is operative totake an action if it determines that a predetermined set of subsystemshas not announced their presence, the action selected from the groupconsisting of: preventing the vehicle from operating, and creating analert signal; wherein the valve is biased toward the opened position andchanging a state of the solenoid allows the valve to assume the openedposition.

In another embodiment, a system is disclosed, comprising: a vehicle,comprising: a skin defining an interior volume adapted to hold aquantity of fluid that is lighter than air; a vehicle control system; afirst coupler formed in the skin; and a radio frequency identification(RFID) tag disposed adjacent the fluid coupler; and a fluid chargingstation, comprising: a supply of fluid; a hose coupled to the supply offluid; a second coupler coupled to the hose, the second coupler adaptedto mate with the first coupler; an RFID reader adapted to read the RFIDtag when the first and second couplers are mated; and a command andcontrol interface station operatively coupled to the vehicle controlsystem for receipt of first information therefrom, the hose, and theRFID reader for receipt of second information therefrom; wherein thecommand and control interface station is operative to prevent flow offluid from the supply of fluid to the first coupler based upon acomparison of the first information and the second information.

In another embodiment, a method for charging a vehicle with a fluid, thevehicle comprising an interior volume, a vehicle control system and aradio frequency identification (RFID) tag is disclosed, the methodcomprising the steps of: a) receiving from the vehicle control systemfirst information indicating a first quantity of fluid that may be heldby the interior volume; b) receiving from the RFID tag secondinformation indicating a second quantity of fluid that may be held bythe interior volume; c) if the first quantity and the second quantitymatch, allowing fluid to flow into the interior volume; and d) if thefirst quantity and the second quantity do not match, preventing fluidfrom flowing into the interior volume.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a spool operatively coupled to the skin; asource of rotary motion coupled to the spool; and a tether operativelycoupled to the spool such that it may be extended therefrom by thesource of rotary motion spinning the spool.

In another embodiment, a method of grounding a lighter-than-air vehiclehaving an extendable and retractable tether, the method comprising thesteps of: a) extending the tether distally from the vehicle; b)substantially fixing a position of a distal end of the tether; and c)retracting the tether to the vehicle, whereby the vehicle is caused tomove toward the distal end of the tether.

In another embodiment, a vehicle is disclosed, comprising: a skincomprising a plurality of gores defining an interior volume adapted tohold a first quantity of fluid that is lighter than air; wherein atleast one of the plurality of gores disposed on a bottom of the skin isthicker than others of the plurality of gores.

In another embodiment, a vehicle is disclosed, comprising: a skincomprising a plurality of gores defining an interior volume adapted tohold a first quantity of fluid that is lighter than air; wherein atleast one of the plurality of gores disposed on a bottom of the skin hasa different planar size than others of the plurality of gores.

In another embodiment, a vehicle is disclosed, comprising: a skincomprising a plurality of gores defining an interior volume adapted tohold a first quantity of fluid that is lighter than air; wherein all ofthe plurality of gores are selected from the group consisting of:transparent, substantially transparent, semi-transparent, andtranslucent.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; a blow-hole formed in the skin; a valve positioned insaid blow-hole and having a closed position sealing the blow-hole and anopened position allowing the fluid to escape from within the interiorvolume, the valve comprising a valve body and a valve seat; and asolenoid operatively coupled to the valve; wherein the valve is biasedtoward the opened position and changing a state of the solenoid allowsthe valve to assume the opened position; and a travel limiting stopdisposed adjacent the valve and limiting a distance the valve body maytravel in the opened position.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; and a gondola operatively coupled to the skin, thegondola comprising at least one layer of ballistic fabric.

In another embodiment, a method of operating an autonomous vehicle isdisclosed, comprising the steps of: a) an autonomous controlleroperating the vehicle at a first location; b) the autonomous controllersensing that the vehicle has been hit by a projectile; and c) inresponse to sensing that the vehicle has been hit by a projectile, theautonomous controller causing the vehicle to move to a second location.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; and a plurality of gondolas operatively coupled to theskin.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; at least one hollow sleeve formed in the skin; and atleast one reinforcing element disposed within a respective one of the atleast one hollow sleeve.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; a blow-hole formed in the skin; a valve positioned insaid blow-hole and having a closed position sealing the blow-hole and anopened position allowing the fluid to escape from within the interiorvolume, the valve comprising a valve body and a valve seat; and asolenoid operatively coupled to the valve; a blower in line with thevalve; wherein when the valve is biased toward the opened position andthe blower is activated, a portion of the fluid may be actively ventedfrom the interior volume.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; at least one movable opening formed in the skin; andat least one payload bay formed within the interior volume adjacent themovable opening.

In another embodiment, a vehicle system is disclosed, comprising: anaerial vehicle comprising skin defining an interior volume adapted tohold a quantity of fluid that is lighter than air; a ground vehicle; anda tether coupling the aerial vehicle to the ground vehicle.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; at least one inflatable fin coupled to the skin; andat least one non-inflatable controllable surface coupled to a respectiveone of the at least one inflatable fin.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; at least one light source disposed within the interiorvolume; and a control system operative to control illumination of the atleast one light source in order to create a coded illuminated message.

In another embodiment, a vehicle is disclosed, comprising: a skindefining a first interior volume adapted to hold a quantity of fluidthat is lighter than air; and at least one pocket defining a secondinterior volume and disposed on the skin such that the skin at leastpartially separates the first and second interior volumes.

In another embodiment, an autonomous lighter-than-air vehicle isdisclosed, comprising: a skin defining an interior volume adapted tohold a quantity of fluid that is lighter than air; and at least oneservice tool carried onboard the autonomous lighter-than-air vehicle;wherein the at least one service tool enables the autonomouslighter-than-air vehicle to be repaired when away from a dedicatedrepair facility.

In another embodiment, a vehicle is disclosed, comprising: a skindefining a first interior volume adapted to hold a quantity of fluidthat is lighter than air; and a section of material disposed within theinterior volume, the section of material coupled to the skin around anentire perimeter thereof to define a second interior volume.

In another embodiment, a vehicle is disclosed, comprising: a skindefining a first interior volume adapted to hold a first quantity offluid that is lighter than air; and a ballonet defining a secondinterior volume, the ballonet disposed within the interior volume andadapted to hold a second quantity of fluid; wherein the second interiorvolume comprises about 30% to about 99% of the first interior volume.

In another embodiment, a vehicle is disclosed, comprising: a skincomprising multiple sections joined together and defining a firstinterior volume adapted to hold a first quantity of fluid that islighter than air; and a filament joined to at least one of the multiplesections and adapted to cause the at least one section to assume apredetermined shape when inflated.

In another embodiment, a vehicle is disclosed, comprising: a skindefining a first interior volume adapted to hold a first quantity offluid that is lighter than air; and at least one tube adapted to hold asecond quantity of pressurized fluid; wherein the at least one tubecauses the skin to assume a predetermined shape when the at least onetube is pressurized.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; and at least one divider disposed in the interiorvolume and operative to divide the interior volume into a plurality ofchambers; wherein fluid in each of the plurality of chambers is isolatedfrom others of the plurality of chambers.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; and a propulsion system operatively coupled to theskin; and a touch sensor operatively coupled to the skin and to thepropulsion system; wherein the touch sensor is operative to prevent thepropulsion system from being activated when the touch sensor sensescontact with an operator.

In another embodiment, a method of grounding a lighter-than-air vehiclehaving a vectored thrust propulsion system is disclosed, the methodcomprising the steps of: a) selecting a first thrust vector for thepropulsion system; b) flying the vehicle to the ground; and c) selectinga second thrust vector for the propulsion system, wherein the secondthrust vector is chosen such that the second thrust vector causes thevehicle to remain in contact with the ground.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; a gondola operatively coupled to the skin; and atleast one fin coupled to the gondola.

In another embodiment, a method of sealing a bundled wire having anouter casing, a first end, and a second end is disclosed, the methodcomprising the steps of: a) inserting the first end into a quantity ofnon-solid sealant; b) applying a vacuum to the second end; and c) aftersealant has entered an interior of the outer casing, allowing thesealant to cure.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a quantity of fluid that islighter than air; at least one tail fin mounted on the skin and definingan x axis, y axis, and z axis of the vehicle, wherein a plane containingthe x axis and z axis bisects each at least one tail fin; and at leastone side force generating fin operatively coupled on or near acenterline of the vehicle and operative to generate lateral force alongthe y axis and substantially no moment about the z-axis.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a tether operatively coupled to the skin; anda tension gauge operatively coupled to the tether and operative tomeasure a tension force in the tether.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a tether operatively coupled to the skin, thetether including a portion that is operative to temporarily linearlyexpand under tension.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a tether attachment plate operatively coupledto the skin; and a tether operatively coupled to the tether attachmentplate.

In another embodiment, a method of communicating information between aplurality of lighter-than-air vehicles is disclosed, the methodcomprising the steps of: a) each of the plurality of vehicles monitoringinformation at the current location of the vehicle; b) each of theplurality of vehicles communicating the monitored information to each ofthe other of the plurality of vehicles; and c) at least one of theplurality of vehicles taking an action based upon informationcommunicated to that vehicle.

In another embodiment, a vehicle is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; an attachment plate operatively coupled to theskin; a device operatively coupled to the attachment plate; and at leastone magnet operatively coupled to at least one of the attachment plateand the device.

In another embodiment, a vehicle system is disclosed, comprising: a skindefining an interior volume adapted to hold a first quantity of fluidthat is lighter than air; a cocoon, comprising: a first portion havingat least one first attachment coupler disposed on a first periphery ofthe first portion, the first portion being disposed over at least aportion of a top surface of the skin; a second portion having at leastone second attachment coupler disposed on a second periphery of thesecond portion, the second portion being disposed under at least aportion of a bottom surface of the skin; wherein the first and secondattachment couplers are coupled to one another; and at least one guywire having a first end operatively coupled to the cocoon and a secondend operatively coupled to ground.

Other embodiments are also disclosed.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram of an aerial reconnaissance system accordingto the present disclosure, including a ground station and multiplevehicles.

FIG. 2 is a block diagram of the ground station of FIG. 1, depictingvarious components of the ground station including a battery chargingstation, one or more ground stations and a gas inflation stationaccording to one embodiment of the present disclosure.

FIG. 3 is a schematic view of the smart battery charging station of FIG.2.

FIG. 4 is a schematic view of one of the ground station silos of FIG. 2.

FIG. 5 is a schematic view of the smart charging station of FIG. 2.

FIG. 6A is a schematic view of one of the vehicles of FIG. 1, accordingto one embodiment of the present disclosure, including a fin assembly, apropulsion bay, a main gondola, an interior interface module, and asensor pod.

FIG. 6B is a schematic view of one of the vehicles of FIG. 1, accordingto one embodiment of the present disclosure, including a fin assemblywith guides, a propulsion bay, a main gondola, an interior interfacemodule, and a sensor pod.

FIG. 7 is a block diagram of the propulsion bay of FIG. 6A depictingvarious components of the propulsion bay.

FIG. 8 is a block diagram of the main gondola of FIG. 6A depictingvarious components of the main gondola.

FIG. 9 is a block diagram of the interior interface module of FIG. 6Adepicting various components of the interior interface module.

FIG. 10 is a block diagram of the sensor pod of FIG. 6A depictingvarious components of the sensor pod.

FIG. 11 is a block diagram of the fin assembly of FIG. 6A depictingvarious components of the fin assembly.

FIG. 12 is a schematic representation of a vehicle establishing a softwall radius according to one embodiment of the present disclosure.

FIG. 13 is a schematic representation of a piggyback bladder installedon a vehicle according to one embodiment of the present disclosure.

FIG. 14 is a schematic representation of the piggyback bladder of FIG.13 released from a vehicle according to one embodiment of the presentdisclosure.

FIG. 15 is a schematic representation of a ballonet coupled to a vehicleonly be a lumen according to one embodiment of the present disclosure.

FIG. 16 is a schematic representation of a vehicle fin assemblyaccording to one embodiment of the present disclosure.

FIG. 17 is a schematic representation of a vehicle fin assemblyaccording to a second embodiment of the present disclosure.

FIGS. 18A-B are schematic representations of solenoid controlledblow-hole valves according to one embodiment of the present disclosure.

FIG. 19 is a cross-sectional schematic representation of a multiplelayer gore according to one embodiment of the present disclosure.

FIG. 20 is a schematic representation of a vehicle having gores ofmultiple colors according to one embodiment of the present disclosure.

FIG. 21 is a schematic representation of a vehicle having gores that aretransparent, semi-transparent and/or translucent, according to oneembodiment of the present disclosure.

FIG. 22A-B is a schematic representation of a travel limiting stop usedwith solenoid controlled blow-hole valves according to one embodiment ofthe present disclosure.

FIG. 23 is a schematic representation of a vehicle having discretegondolas attached thereto according to one embodiment of the presentdisclosure.

FIGS. 24A-C are schematic representations of a vehicle having rigid,semi-flexible, and/or flexible support structures according to oneembodiment of the present disclosure.

FIGS. 25A-B are schematic representations of a vehicle having aninternal payload bay according to one embodiment of the presentdisclosure.

FIG. 26 is a schematic representation of a vehicle having inflatablefins and controllable surfaces immediately behind the inflatable finsaccording to one embodiment of the present disclosure.

FIGS. 27A-B are schematic representations of a vehicle having a ballonetthat is formed from a double ply gore that is part of the vehicleenvelope according to one embodiment of the present disclosure.

FIG. 28 is a schematic representation of a vehicle having an exteriorfin assembly according to one embodiment of the present disclosure.

FIGS. 29A-B are schematic representations of a vehicle havingpressurized tubes that dictate a shape of the vehicle according to oneembodiment of the present disclosure.

FIG. 30 is a schematic representation of a vehicle having amulti-chambered envelope according to one embodiment of the presentdisclosure.

FIG. 31 is a schematic representation of a vehicle having a gondolaincorporating a propeller safety system according to one embodiment ofthe present disclosure.

FIG. 32 is a schematic representation of a vehicle having an extra setof fins according to one embodiment of the present disclosure.

FIG. 33 is a schematic representation of a vehicle having an extra setof side force generating fins according to one embodiment of the presentdisclosure.

FIGS. 34A-B are schematic representations of a vehicle having tetherattachment plates according to one embodiment of the present disclosure.

FIG. 35 is a schematic representation of a vehicle equipment attachmentplate according to one embodiment of the present disclosure.

FIG. 36 is a schematic representation of a vehicle cocoon according toone embodiment of the present disclosure.

DETAILED DESCRIPTION

For the purposes of promoting an understanding of the principles of thepresent disclosure, reference will now be made to the embodimentsillustrated in the drawings and described in the following writtenspecification. It is understood that no limitation to the scope of thepresent disclosure is thereby intended. It is further understood thatthe present disclosure includes any alterations and modifications to theillustrated embodiments and includes further applications of theprinciples of the present disclosure as would normally occur to one ofordinary skill in the art to which this disclosure pertains.

An aerial intelligence surveillance and reconnaissance system (ISRS)capable of delivering payloads to targets has been developed and isdescribed in the present disclosure. While the ISRS is described hereinin reference to an autonomous self-propelled lighter than air vehicle,it should be appreciated that the ISRS is also operational withdifferent types of aerial, ground-base, and water-base vehicles. Forexample, in addition to or in place of the autonomous self-propelledlighter than air type vehicles, the ISRS can be implemented with anynumber of autonomous vehicles such as helicopters, rotary propelledaircraft, turbofan propelled aircraft, jet propelled aircraft, wheeledground vehicles, spacecraft, over-water and underwater vehicles, andother mobile crafts or devices. In one aspect of the disclosure, each ofthese vehicles can be autonomous in the sense that it is configured tooperate to carry out a mission (or that vehicle's part of a mission)with minimal user interactions beyond inputting the mission parametersand other details. In another aspect, each vehicle can be furtherconfigured to return to the home station or another predeterminedcoordinate under their own control in a normal mode or a duress mode. Asdescribed below, it should also be noted that the ISRS can be tetheredto another vehicle or a ground-based device. Furthermore, as explainedbelow, the ISRS may be configured to be transformed between a tetheredformation and an untethered formation.

Ground Station and Aerial Vehicle(s)

Referring to FIG. 1, a block diagram of the ISRS 10 according to thepresent disclosure is depicted. The ISRS 10 includes a ground stationsystem 100 and one or more aerial vehicles 200A and 200B. It should beappreciated that the reference numeral 200 may be used to indicate asingular vehicle. The ground station system 100 is in two-waycommunication with the vehicles 200A and 200B, by way of communicationlinks as indicated by the double arrow lines connecting thesecomponents. In one embodiment, the ground station 100 may be incommunication with other client devices (not shown) to provideinformation exchange including information from the vehicle and toprovide information to the vehicle. In yet a further embodiment, theseclients may be in communication with or form part of the ground station100 configured to provide information or commands back to the groundstation 100 or directly to the vehicles 200A and 200B. The communicationlinks can be radio frequency links, optical links including laser links,tether links, and a variety of other types of links known to a person ofordinary skill in the art. As described further below, ground stationsystem 100 may provide a variety of information/commands for thevehicles 200, such as targeting, weather, satellite location information(in the event of the vehicle's 200 loss of GPS signal), navigationcommands, and desired user tasks (e.g., loitering), to name just a fewnon-limiting examples, while the vehicles 200 provide reconnaissance andother information back to the ground station system 100. Suchinformation can include, among other things, still images, live video,audio, heat signatures, and other information obtained from or providedto a variety of other active and passive sensors and other intelligencecomponents onboard the vehicles 200A and 200B. Although hereafter thevehicle is described as aerial vehicle 200, it is within the scope ofthis disclosure for other types of vehicles to be used instead,including without the limitation those mentioned above. Furthermore,ground station 100 can also be considered as a home station positionedabove ground, below ground, on water, below water, etc.

In addition to using the vehicles 200A and 200B in an intelligencegathering mode, the vehicles 200A and 200B can also be used in anoperational mode as part of a missile strike package. For example, aspart of a missile strike package while a camera (not shown) in vehicles200A and 200B is panning an area, the ISRS 10 can be configured toutilize a commercially available targeting subsystem so that a targetcan be chosen by the ground station system 100 and communicated to thevehicles 200A and 200B. An independent laser painting apparatus (notshown) can be utilized on the vehicles 200A and 200B to paint thedesignated target and independently lock the laser on the target despitemovements of the vehicles 200A and 200B using a stabilizing apparatus(not shown). The communication link between the ground station system100 and the vehicles 200A and 200B can monitor and verify placement ofthe laser on the target and make fine-tuning adjustments as needed.Navigational systems onboard an incoming missile can then locate and usethe spot on the target generated by the laser beam to make finalcalculations to accurately strike the painted target. In the prior art,painting of a target is performed by special operation forces near thetarget who are thus placed in harm's way. By utilizing the laserpainting apparatus carried by the vehicle 200, the need to place specialoperation forces in harm's way can be significantly reduced.

Referring to FIG. 2, a block diagram of the ground station system 100 isdepicted. The ground station system 100 includes a smart battery chargerstation (SBCS) 110, one or more command and control interface silos(CCIS) 150A and 150B, and a smart gas inflation station (SGIS) 180. TheSBCS 110 is connected to and in communication with the CCIS 150A and150B. The CCIS 150A and 150B are in electrical and fluid communicationwith the SGIS 180 as well as vehicles 200A and 200B. In one embodiment,a single CCIS 150 may control a number of vehicles 200A and 200B;theoretically, hundreds or thousands of vehicles 200A and 200B can becontrolled by a single CCIS 150.

Referring to FIG. 2, in one embodiment, when there are multiple CCIS150, these units can share information, resources, and command orownership of the vehicles 200A and 200B. The reader should appreciatethat where CCIS 150 is used herein, such a usage is relevant to eitherCCIS 150A and 150B.

Smart Battery Charger Station

A schematic view of the SBCS 110 is depicted in FIG. 3. The SBCS 110 aregenerally used to charge smart batteries (not shown) that are to be usedon the vehicles 200A and 200B and the CCIS 150A and 150B. In oneembodiment, the SBCS 110 is associated with each CCIS 150 so thatinformation associated with a smart battery can be provided to the userof the CCIS 150. The batteries are utilized to operate electronicsonboard the vehicles 200A and 200B and the CCIS 150A and 150B, as wellas provide power to the propulsion bay 230 (first depicted in FIG. 6Aand further described with reference to FIG. 7). The batteries can belithium ion or other lithium ion derivatives known to a person ofordinary skill in the art. Other battery technologies may include nickelmetal hydride, nickel cadmium, lead acid, and other power technologiessuch as the fuel cell technology, to name just a few non-limitingexamples.

The SBCS 110 includes a case 112, a battery bay 114 including keyedinterface 115, light emitting diodes (LEDs) 116, a power andcommunication interface 118, a series of spring loaded contacts 120 forvoltage and communication buses that achieve positive connection withthe batteries without locking, and a liquid crystal display (LCD) statusindicator 122. The battery bay 114 is configured to have one or moresmart batteries charged at the same time. Each smart battery may includea radio frequency identification (RFID) tag identifying the battery by aserial number. The SBCS 110 includes a processor (not shown) and amemory (not shown) which are configured to display and send errormessages. Therefore, if a smart battery has begun to show signs ofdegradation, e.g., inability to fully hold a charge, when the smartbattery is placed in the SBCS 110, the smart battery immediatelycommunicates these errors and the processor can be configured to providea message on the LCD status indicator 122 indicating the smart batteryis no longer usable and send the same message with further details toCCIS 150A.

The keyed interface 115 provides a mechanical interface that allows thesmart battery to be inserted in a predetermined way and preventinsertion of the smart battery in any other way that could bedetrimental to the system. The keyed interface 115 corresponds to anassociated interface on the smart battery and aligns with spring loadedcontacts 120 of SBCS 110, thus providing power and communication accessto the smart batteries.

The LEDs 116 provide visible indications of the status of the chargingoperation. For example, one LED 116 can be red indicating the statuscharging. Another LED 116 can be green indicating the status charged.Yet another LED 116 can be blue indicating availability of power forcharging. LEDs 116 can also be dimmed for night missions or strobed forother feedback means.

The power and communication interface 118 provides power for charging tothe SBCS 110 and enables the SBCS 110 to communicate with CCIS 150A.Part of such communication is to relay charging information associatedwith each smart battery to the CCIS 150A and 150B. While a cable isdepicted in FIG. 4 for the power and communication interface 118, it isto be understood that both power and communication links can be providedin a wireless fashion, as known to a person of ordinary skill in theart. The SBCS 110 can charge and communicate with smart batteries in astandalone mode where there is not a communication connection to CCIS150A.

Command and Control Interface Silo

Referring to FIG. 4, a schematic view of the CCIS 150A is provided. TheCCIS 150A is a battery operated command and control unit that can beused out in the field without need for external power for an extendedperiod of time. The CCIS 150A includes a case 152 and a lid 154. Thecase 152 includes a tray 156 with various components mounted thereonincluding a touch screen 158, power connections 160, a battery lifeindicator 162, and a protected emergency shut off button 163. The lid154 includes a video screen 164, an antenna 166 that may or may not foldout, and infrared and visible LEDs and photodiodes 168.

The case 152 also includes a tray (not shown) for internal circuitboards and other components including a smart battery 170, embeddedboard 172, a power monitoring and distribution board 174, and a fan 176.The case 152 also includes a solenoid valve 178, a flow meter (notshown) and an absolute pressure sensor (not shown). The solenoid valveis in fluid communication with an inlet hose 179 i, an outlet hose 179o, and the vehicle 200A for transferring helium or other fluids from theSGIS 180 to the vehicles 200A. The flow meter is coupled to the embeddedboard 172, such that embedded board 172 can monitor the amount of fluidthat passes through the solenoid valve 178 as well as pressure on bothsides of the solenoid valve 178. The absolute pressure sensor is coupledto the embedded board 172, such that a differential pressure can becalculated with respect to a deployed vehicle 200A using pressurereadings transmitted from the vehicle 200A. Using the absolute pressuresensor in this manner, an unadjusted, closed system vehicle 200Aaltitude calculation is allowed with the CCIS 150.

For mission operations, data transmitted from multiple vehicles 200A and200B can be displayed on the video screen 164 and touch screen 158 or avariety of other input devices known to a person of ordinary skill inthe art. In addition, multiple vehicles 200A and 200B can receivecommunications from a single CCIS 150. An operator can use the touchscreen 158 to enter commands into the CCIS 150 which can then becommunicated with the vehicles 200A and 200B.

Smart Gas Inflation Station

The CCIS 150 is configured to simultaneously fill one or more vehicles200 with a gas (e.g., helium), received from the SGIS 180. Whilecharging the vehicle 200 with the gas, the CCIS 150 is configured tocommunicate with the vehicle's RFID tag 214 (shown in FIG. 6A), toensure a correct amount of fluid is transferred from the SGIS 180 to thevehicle 200. There is an RFID tag 214 in the vehicle 200 gas inletcoupling and an RFID reader on the coupler on the hose 179 o, thusallowing the vehicle 200 envelope to identify itself through a factorycoded size identifier independent of the gondola (see below for adescription of the gondola). If the gondola, RFID tag 214 and CCIS 150do not all agree, inflation will not take place. This prevents theautomated system from attempting to put 10,000 cubic feet of heliumwhere there is only 500 cubic feet of capacity, for example. A secondlayer of protection is provided by the internal bag pressure sensorsthat are feeding back pressure data to the CCIS 150 through the gondola.These sensors would also halt the system once the bag is full,regardless of whether the CCIS 150 calculated that the bag was only ¼full, for example. In some embodiments, if, for example, the vehicle 200senses it does not need additional gas, but the SGIS 180 determinesadditional gas is still required, an alert can be generated.

Referring to FIG. 5, a block diagram of the SGIS 180 is depicted. TheSGIS 180 includes a reservoir 182, a valve 184, a pressure regulator186, an optional manifold 188, and step down regulators 190. The valve184 shuts off fluid flow from the reservoir 182 to the pressureregulator 186. The pressure regulator steps down pressure inside thereservoir 182 to an intermediate pressure. The pressure regulator 186can be in direct coupling with one step down regulator 190 or through anoptional manifold 188 with several step down regulators. Each step downregulator 190 communicates with a CCIS 150 inlet hose 179 i (see FIG.4).

Vehicle Generally

Referring to FIG. 6A, a schematic view of the vehicle 200 according toone embodiment of the present disclosure is depicted. The vehicle 200,depicted in FIG. 6A, is a lighter than air vehicle configured tocommunicate with the CCIS 150. The vehicle 200 includes a shell 202, afin assembly 204, a propulsion bay 230, a main gondola 250, an interiorinterface module 280, and a sensor pod 300.

While not shown, a data bus and a power bus are implemented within thevarious components of the vehicle 200 to provide data communicationbetween these components as well as power. Various serial communicationbuses may be used, such as RS232, I²C, SPI, MIL-STD-1553, as well asother data buses known to a person of ordinary skill in the art.

Vehicle Shell

In some embodiments, the shell is made from a polyurethane film rangingfrom about 1 to about 10 mils (thousands of an inch) thick, and in otherembodiments about 2 to about 6 mils thick. It should be noted that theshell may not have a uniform thickness of polyurethane film. Forexample, the polyurethane film may be thicker on the bottom of thevehicle shell, as compared to the other areas of the shell, to reinforcesuch portion of the vehicle shell. For example, a thicker or multiplelayer gore (individual panel) on the bottom of the vehicle 200 willallow the vehicle 200 to fly itself directly into the ground (and insome embodiments, the propulsion system will change its thrust vector tohold the vehicle down until it can be secured). In one embodiment,multiple films (or other suitable materials based on the desiredapplication) of varying thicknesses may be included in addition to thepolyurethane film to reinforce specific areas of the vehicle 200. FIG.19 illustrates an embodiment in which a dual lined bottom gore includesa first exterior gore 460 and a second interior gore 462 that is notjoined to the first gore over its entire surface, thus allowing thesecond layer 462 to move freely if the first is caught on something. Forexample, the first and second gores may be joined only at theirperipheries. This looser second gore 462 is less likely to be snaggedand compromised if the bottom gore 460 were to suffer a breach duringlaunch, landing or ground handling.

FIG. 20 illustrates how many different sizes and colors may be used forthe gores that collectively make up the vehicle 200 envelope 202. Forselective placement of strength where needed and weight savings, goresof different thickness, color &/or planar size may be used. This isuseful to provide different properties to different portions of thevehicle 200. For example, different gores may be provided to providegreater structural rigidity to support fin systems, gondolas, resistsmall arms fire, support the vehicle's general shape, provide a thinnedregion to promote light weightedness, and the like. This also applies tothe ballonet 226, utilizing a thinner film for this non-structuralmember will result in weight savings As a means to camouflage thevehicle 200, e.g. a need to make the vehicle 200 blend against a blue orovercast sky, combinations of colors, clear, or clear and any color(s),may be used for the gores. The shell 202 can be clear or coloreddepending on the application, e.g., a need to make the vehicle blendagainst a blue or overcast sky. As shown in FIG. 21, in some embodimentsall of the gores and the fins are transparent, substantiallytransparent, semi-transparent, or translucent, such that the entirevehicle 200 will be camouflaged to make locating it once launched asdifficult as possible. In some embodiments, the envelope will betransparent or semi-transparent and the gondola and fins will be a grayor sky camouflaged to reduce the ease of visual detection. In otherembodiments, vibrant or contrasting colors may be used, for example, tomake the vehicle more visible to serve as a deterrent to opposingforces.

The polyurethane film is tear resistant, and resistant to petrochemicals(e.g., gasoline, diesel fuel, aviation fuel and many other solvents).While, as discussed further below, the interior interface module 280 isconfigured to maintain a constant pressure differential between theinside portion of the vehicle 200 and the atmospheric pressure, theshell 202 is configured to stretch and contract to accommodate forinstantaneous pressure differences.

Also depicted in FIG. 6A are tie-down straps 210, quick vent valves 212,and main fill up coupler 214. The tie-down straps 210 allow the vehicleto be strapped down to ground while the vehicle is parked. The quickvent (blow-hole) valves 212 allow quick release of fluid from thevehicle 200, as discussed in greater detail hereinbelow. As discussedabove, the main fill up coupler includes an RFID tag that is matchedwith the CCIS 150 during the charging mode. The vehicle 200 alsoincludes antenna mounting plates 216 that are mounted to the inside oroutside compartment of the vehicle 200 for mounting antennas forcommunication.

Vehicle with Multiple Interior Compartments

Also, the shell 202 can be made from multiple compartments, such that ifone compartment is compromised (i.e., punctured), other compartmentswill remain unaffected. In this embodiment, solenoid valves (not shown)can be placed between the compartments to selectively establish fluidcommunication between the different compartments (not shown). Inaddition, a small canister of high pressure fluid (not shown) can beprovided within the shell 202 to replenish fluid pressure, in case offluid loss due to puncture of the shell 202. A solenoid valve (notshown) connected to the canister (not shown) can be energized in orderto release fluid into the shell 200. As shown in FIG. 30, a crosssection of a vehicle 200 is depicted having a multi-chambered envelopefor selective lifting gas venting and further mitigation against smallarms fire risk. One or more of the chambers 540 may have its lifting gasvented to change the buoyancy of the vehicle 200 without affecting thelifting gas contained in the other chambers 540. Additionally, if thevehicle is hit with small arms fire and the envelope is compromised(resulting in a loss of lifting gas), the other chambers 540 will not beaffected and the vehicle 200 will likely continue to be operational.

Ballonet Assembly

Also depicted in FIG. 6A is a ballonet assembly 226 which is providedinside the vehicle 200 in some embodiments. The ballonet assembly 226 ismade from a film of polyurethane (or other suitable material) that issimilar to the shell 202 and which is stretchable and contractibledepending on the fluid pressure therein.

The ballonet assembly 226 is essentially an expandable bag within thevehicle 200. An air moving device (not shown), e.g., a fan, moves airinto the ballonet from outside of the vehicle 200 and a solenoid valve(not shown) stops air from moving into or out of the ballonet assembly226. The main function of the ballonet assembly 226 is to maintain aconstant differential pressure between the inside of the vehicle 200 andthe outside atmospheric pressure. Therefore, as the vehicle ascends ordescends, or air temperature changes (and correspondingly the volume ofthe gas inside the shell 202), the ballonet assembly 226 is allowed toexpand or contract to maintain a constant overall system differentialpressure. The volume of the ballonet assembly 226 is preferably between20 to 25% of the interior volume of the vehicle 200 but could be as highas 99% to realize certain favorable flight characteristics, as discussedin greater detail hereinbelow.

A ballonet control circuit 258, which may be located in the vehicle 200main gondola (see below), includes a normally closed solenoid valve 259and a squirrel cage fan 260. The solenoid valve 259 is configured to letforced air generated by the squirrel cage fan 260 into the ballonetassembly 226 from air surrounding the vehicle 200, and allow air out ofthe ballonet assembly 226 to atmosphere.

In some embodiments, the placement of the ballonet 226 within theairship envelope is arbitrary and the ballonet 226 is not attached tothe vehicle 200 envelope skin, except by one or more lengths of lumen430 that are used to control the fill level of the ballonet 226, asshown in FIG. 15. So as not to limit possible future design changes orsemi-custom implementations of any particular vehicle 200 design, theballonet 226 can be what amounts to just a smaller airship within theinterior volume of the vehicle 200, with only the one or more lengths oflumen 430 connecting it to the outer envelope and a coupler to theballonet control valve 259 or, optionally and alternatively, with otheradditional connectors.

In some embodiments, as shown in FIGS. 27A and B, the ballonet assembly226 can simply be a double ply gore with the interior ply 520 beingwider than the exterior ply 522 (it being understood that either ply maycomprise more than one piece of material joined with seams). Theballonet 226 is shown with less inflation in FIG. 27A, and with fullerinflation in FIG. 27B. Forming the ballonet 226 in this way allows forease of manufacturing and weight savings. In this configuration, thebottom of the ballonet 226 forms the bottom of the entire airship, whichsaves weight and isolates the lifting gas if something were tocompromise the bottom gore.

Ballonet is Large Percentage of the Size of the Airship

Typical airship ballonets occupy between 10-30% of the total volume ofthe airship. In some of the presently disclosed embodiments, theballonet occupies about 30% to about 99% of the airship volume in orderto increase the operational and safety capabilities of the airship. Inother embodiments, the ballonet occupies about 40% to about 99% of theairship volume. In still other embodiments, the ballonet occupies about50% to about 99% of the airship volume.

Controlled venting of lifting gas may occur during a rapid landingapproach in high winds, operations where the airship needs to landquickly in order to not reveal the position of troops to enemycombatants, or to prevent the cargo or instruments onboard from fallinginto the hands of opposing forces, etc. During such maneuvers, thevehicle 200 will maintain its rigid shape because of the large ballonet(whose interior volume is not vented), ensuring control during the dumpof its lifting gas during approach. Upon landing, recovery will besimplified because the vehicle 200 will have increased static heaviness.In some embodiments, the volume of air in the ballonet can be increasedas the volume of lifting gas is decreased.

Additionally, the large ballonet can temporarily serve as the mainenvelope if the main envelope becomes damaged. All that is required isto fill the ballonet with lifting gas. This gives the airship theability to continue operations during high priority missions withouthaving to be replaced.

Vehicle Fin Assembly

The fin assembly 204 may include several fins. In FIG. 6A, a total offour fins are depicted including two vertical fins 205 and twohorizontal fins 208, however, the vehicle may only have three fins orcan comprise a system of fins. Generally, the fins cooperate with thepropulsion system, discussed further below, to assist the vehicle inmaintaining and changing stability, altitude, and position. In oneembodiment, the fins 205 and 208 are connected to each other by rigidconnecting members 222 and 224 inside the vehicle 200 formed in theshape of a cross, as shown in greater detail in FIG. 16. Thecross-shaped connected rods 222 and 224 are coupled to the fins 205 and208 by plates 220 for added strength and stability. Each pair of plates220 may be fused to the skin by the use of heat and pressure in someembodiments. In this configuration, the fins 205 and 208 are built intothe vehicle 200. This allows the fins to plug into the envelope, withoutthe need of attachment wires or supports, all aerodynamic loads aretransferred into the fin support structure. It will be appreciated thatin some embodiments, the rods 222 and 224 are hollow and contain drivetrains for coupling the fins to a source of rotary motion (not shown).The internal structure of the hollow rods 222 and 224 is sealed from thefluid inside the vehicle 200, thus allowing for wiring or use as achannel for other equipment, including but not limited to the findrivetrain.

In another embodiment, the fin assembly 204 can be one unit that ismountable on the outside and backside of the vehicle 200. Fins, such asH-section fins 440 divided into two portions, are connected to eachother outside of the vehicle with a rigid or semi-rigid hoop 442, asshown in FIG. 17. An embodiment is shown in FIG. 28. In thisconfiguration rigid rods bent into shapes of various arcs can be used toposition the fin assembly 204 over the backside of the vehicle. In thelatter configuration, the fins can have an angle, e.g., 45°, withrespect to a plane positioned along a longitudinal axis of the vehicle200. The angle can assist the vehicle with respect to aerodynamicstability during flight and also during initial ascent and finaldescent. In any of the above fin assembly embodiments, the fin assembly204 can be made to be modular so that if part or all of the assembly isdamaged, the damaged portion or the entire assembly can be replaced.

Part or all of the fins may be moveable by utilizing an actuator (notshown). The moveable part is depicted with reference numeral 206 on thefins 205. Alternatively, the entire fin 205 can be moveable. Theactuator (not shown) can be a brushless direct current (DC) motor, abrushed DC motor, a stepper motor, or other types of actuators known toa person of ordinary skill in the art, operating under the control ofthe fin system's own independent motor controller module (not shown).The actuator can be a direct drive actuator that is coupled to the finassembly 204 with a direct coupling (not shown) or by a belt and pulleysystem where the actuator is mounted internally in the fin assembly 204.

It should be noted that each of the fins or portions of the fins may beinflatable. The inflatable fins may be filled with the same fluid as theshell (e.g. helium) or another fluid. Furthermore, one or moreinflatable fins may be fluidly connected to the shell, such as throughan aperture, or may be separate and distinct from the shell. In thelatter configuration, each separate and distinct inflatable fin(s) maybe directly connected to one or more air moving apparatuses and solenoidvalves to maintain a certain air pressure. The air pressure in eachinflatable fin may be monitored by a pressure sensor integrated with thecorresponding inflatable fin. Such independence for each inflatable finmay be beneficial in the event one of the inflatable fins ruptures orotherwise leaks fluid. That is, the other inflatable fins are able tomaintain a desired pressure when one of the inflatable fins losespressure because each of the fins is separated from the others.

The inflatable fins may be integral with the shell or may be attached tothe shell in various ways. For example, one or more inflatable fins maybe attached to the shell through a connector (e.g., snaps), adhesive, orother device for securing the fin(s) to the shell. The inflatable fin(s)may also be connected to the shell through a series of rigid rods (whichare connected to the shell) that secure the fin(s) to the shell. Asdescribed further below, such rods may be arranged with a guide orguides to maintain the inflatable fin(s) in a particular orientation.

In one embodiment, one or more inflatable fins may have controlsurfaces, which may be rigid or non-rigid. In another embodiment, one ormore fins with controllable surfaces may be positioned adjacent to theone or more inflatable fins. In another embodiment, one or morecontrollable surfaces may be positioned adjacent to the one or moreinflatable fins. For example, as shown in FIG. 26, a vehicle 200 isshown having inflatable fins 500 and controllable surfaces 502immediately behind the inflatable fins 500. The addition of controllablesurfaces (and/or fins with controllable surfaces) provides the vehiclewith greater stability. The fins may inflate with the vehicle 200envelope but still have rigid, movable surfaces attached that are usedfor flying/maneuvering the airship. This configuration allows for fasterdeployment due to the fact there would be no additional set up of thefins once inflated.

As shown in FIG. 6B, guides G may be used to support and maintain theinflatable fins 205 in a particular orientation. In FIG. 6B, the guidesG surround or substantially surround the inflatable fins 205 tosubstantially restrict the movement of the respective fin. That is, theguides G support each fin in a manner causing the respective fin to takeon more rigid qualities. As shown in FIG. 6B, one or more rods R areconnected to each guide G and are secured to the shell to maintain theguides G in a particular location relative to the shell. The guides Gand/or rods R may be formed of a variety of materials, such as, forexample, carbon composite materials. While not shown, it should be notedthat guides G may be used to support fins 208 as well.

The vehicle 200 may be used in either (and transformed between) anaerostat mode or an airship mode. For example, inflatable fins may beused while the vehicle is operating in aerostat mode. When the vehicleneeds to operate in airship mode, the inflatable fins may be detached,deflated, and/or inserted into the shell. After removing or insertingthe inflatable fins into the shell (or, as described above, whensometimes the inflatable fins are left in place assembled), rigid finswith controllable surfaces may be attached or secured in their place orin addition to them. It should be noted that rigid fins may already beattached to the vehicle and therefore may not need to be attached afterdeflating/removing/inserting the inflatable fins. For instance, the finswith controllable surfaces adjacent to the inflatable fins may remainattached or integrated with the shell. It should also be noted that thefin configuration for aerostat mode may be the same for airship mode. Inthat case, the vehicle would not need to be transformed.

Referring to FIGS. 6 and 11, a block diagram of the fin assembly 204 isprovided. The fin assembly 204 includes a fin surface controller 320which includes a power routing/conditioning/monitoring circuit 324, aprocessor circuit 326, and a tri-axis accelerometer device 328. The finsurface controller 320 controls a brushed DC motor (which can also be abrushless DC motor or a stepper motor, or other types of actuators) 328,and receive data from an optical encoder 330 to determine the positionof the motor 328 in order to control the motor 328. The fin surfacecontroller 320 also communicates with an LED controller board 332 whichcontrols LEDs 334.

As shown in FIG. 32, when the vehicle 200 is in aerostat mode, someembodiments provide for an extra set of fins 560 on the gondola togenerate the extra lift needed to overcome drag due to high winds. Insome embodiments, the extra set of fins 560 are located on the gondola.The fins 560 may have surfaces shaped to change the lift upon movementof the fins 560 as wind speeds vary. The fins 560 may be permanentlyfixed, movably fixed, and, if fixed, fixed to the gondola at differentangles of attack. This enables the vehicle 200 to fly back to altitudeand reduces the “blow down” effect prior art aerostats are susceptibleto in high winds. In other embodiments, the fins 560 are movable,wherein at least a portion of the fins 560 articulate about an axis.

The fins 560 work in coordination with, or in addition to, the tailfins. The onboard flight controller monitors wind speeds, angles ofattack, tension in the main tether line, etc., and adjusts the surfacesin the tail fins and the fins 560 to keep the vehicle 200 at the desiredaltitude and to minimize shock loads on the tether.

Expandable Side Pockets

As shown in FIG. 17, expandable side pockets 510 may be provided on theexterior of the main vehicle 200 envelope. The side pockets 510 allowthe shape of the vehicle 200 to change according to the mission or anincrease in payload. It will be appreciated that the side pockets 510may be located at any position on the vehicle 200, and in someembodiments the side pockets 510 are not located on the sides of thevehicle 200. Filling of the side pockets 510 with lifting gas increasesthe buoyancy of the vehicle 200 when required. The interior volume ofthe side pocket 510 may be fluidically coupled to the interior volume ofthe main vehicle 200 envelope, or may be completely self contained. Whenthe side pocket 510 is not required to be inflated, it may be securedflat to the side of the vehicle 200. The side pocket 510 may alsofunction as a ballonet and may be filled with non-lifting gas, such asair, to change the ballast and aerodynamics of the vehicle 200.Placement of the expandable side pockets 510 allows for hybrid airshipshapes with no rigid or semi-rigid reinforcement needed.

Vehicle Propulsion Bay

The propulsion bay 230 illustratively includes two motor pods (notshown) on opposite sides of the main bay housing. The motor pod (notshown) includes a motor 236 (see FIG. 7), motor controller 231 andsensor(s) 234 (e.g., accelerometers) for determining position andorientation of the motor pod (not shown) with respect to the propulsionbay 230 and the vehicle 200 at system start up. The motor pod (notshown) terminates in the main propulsion bay housing (not shown) whereinblades of the propulsion system are co-located to effectively move air.

Referring to FIG. 7, a block diagram of the components of the propulsionbay 230 are depicted. The motor 236 can be a brushless DC motor that iscontrolled by a controller 232. Other types of motor or actuators may beused to provide motive power to the blades. The controller 232 includesa monitoring circuit (not shown) for monitoring current passing throughthe motor 236. A digital signal processing (DSP) processor 233 (or otherprocessors, including but not limited to a field programmable gatearray, microcontroller, and processors with other architectures) is alsoincluded as part of the propulsion bay 230 for receiving signals andprocessing the signals from a plurality of sensors 234 includingtri-axis accelerometers. Coupled to a rotor of the motor 236 is anoptical encoder 237 for determining a speed (such as revolutions perminute) of the motor 236.

As shown in FIG. 6A, the motor is illustratively coupled directly to thepropeller blades. Motor booms 227 extend out of both sides of thepropulsion bay 230 and terminate at the motor pods 228. The motor andthe associated blades (2, 3, 4 or more blades) 229 are configured toprovide propulsion for the vehicle 200. The propulsion bay 230 isconfigured to tilt the motor booms 227 in order to provide the desiredpitch for the motor pods 228 and a corresponding thrust vector for thevehicle 200. Pitch, yaw, speed, and position of the vehicle 200 can becontrolled by controlling the pitch of the motor pods 228, the speed ofthe rotation of the blades 229, and the position of the fin assembly204.

Vehicle Signaling Lights

The propulsion bay 230 also includes LEDs (or other type of lightsource) 242 controlled by a controller 240 having a controllerintegrated circuit (IC) 241 for controlling the LEDs 242. The LEDs 242can provide information about the operation of the vehicle 200 to theuser and anyone in the surrounding area (ground or air). Alternatively,such LEDs 242 may be located elsewhere on the vehicle 200.

Referring to FIGS. 6 and 9, a block diagram of the interior interfacemodule 280 is depicted. The interior interface module 280 includes alogic controller circuit 281 which includes a processor 282, and a powerconditioning and monitoring circuit 283. Also depicted are LEDcontroller boards 284 and 287. The processor 282 is configured tocommunicate and control the power conditioning and monitoring circuit283 and the LED controller boards 284 and 287. Each of the LEDcontroller boards 284 and 287 includes an LED controller IC 285 and 288for controlling LEDs 286 and 289, respectively. The LED 286 can be avisible light device, while the LED 289 can be an infrared (IR) device.The LEDs 286 and 289 and the associated circuitry are designed to enablethe vehicle 200 to communicate to a ground station system 100 or othersin the area via a visible light or IR communication scheme, utilizing,e.g., a pulsating laser, e.g., using Morse code. In case RFcommunication has been disabled, the ground station system 100 cancommunicate with the vehicle 200 based on a predefined communicationscheme. If the LEDs 286 and 289 are mounted internal to the vehicle 200envelope, the light reflecting/refracting inside of the envelope will bevisible at a great distance. While LEDs 286 and 289 are discussed, itshould be appreciated that photodiodes can also be used to receive lightpulses communicated from the ground station system 100 or others in thearea. These photodiodes can be strategically mounted on the outside ofthe vehicle 200 for optimal reception.

Vehicle Main Gondola

Referring back to FIG. 6A and further to FIG. 8, the main gondola 250may include a smart battery pack 251, an embedded system 261, a vehiclemain computer 268 and associated circuits, and the ballonet controlcircuit 258. The smart battery pack 251 may include a power monitoringcircuit 252 which includes a processor 253, e.g., a Freescale 56F8037,32 MHz hybrid DSP processor, a battery circuit 254 which may includebattery monitoring circuits 256B and 256B, e.g., Texas Instrumentsbq20z65, and smart batteries 257A and 257B, e.g., Dow/Kokam three celllithium polymer. The smart batteries 257A and 257B can be provided induplicative form for redundancy rather than for increased capacity. Thesmart battery pack 251 and power monitoring circuit 252 are configuredto monitor the vehicle power (i.e., electrical power used forpropulsion, control, and reconnaissance).

The embedded system 261 includes a processor 263, e.g., a Freescale56F8367, 60 MHz hybrid DSP processor, absolute pressure sensors 264,differential pressure sensors 265 and 266, and an inertial measurementunit 267. The embedded system 261 is configured to monitor pressure,using the differential pressure sensor 265 within the vehicle 200 and tomaintain a constant pressure differential between inside of the vehicle200 and the atmospheric pressure. The embedded system 261 monitors airspeed with a pitot static tube (not shown) and the differential pressuresensors 266.

The ballonet control circuit 258 includes a normally closed solenoidvalve 259 and a squirrel cage fan 260. The solenoid valve 259 isconfigured to let forced air generated by the squirrel cage fan 260 intothe ballonet assembly 226 from air surrounding the vehicle 200, andallow air out of the ballonet assembly 226 to the atmosphere.

The vehicle main computer 268 and associated circuits include aprocessor, e.g., Intel's Atom processor, serial communication circuit269, an RF communication module 270, and a global positioning systemmodule 271. The vehicle main computer 268 is configured to controlfunctions not otherwise controlled by various other controllers andprocessors distributed throughout the vehicle. It will be appreciated bythose skilled in the art that input of sensor data, data processing, andcontrol of the various systems disclosed herein may be carried out byone or more processors located at various positions on or in the vehicle200 or on the ground, and that where particular data processingapplications are carried out is not critical.

In some embodiments, the gondola may comprise one or more ballisticfabric layers to protect vital electronics inside the gondola from smallarms fire. As used herein, the phrase “ballistic fabric” comprises anyfabric that is designed to at least partially absorb the impact fromfirearm-fired projectiles and shrapnel from explosions. In someembodiments, if the vehicle 200 determines that it has been hit by aprojectile (such as by means of an appropriate sensor, such as detectingan impulse signal from its accelerometer to name just one non-limitingexample), it will immediately transition into an avoid state in which itflies to a higher altitude and/or away from its current location tolower the probability of being hit again.

In some embodiments, for reasons of serviceability, analog dampening andanalog sensor isolation (to name just a few examples), the gondolas canbe separated into two or more discrete pods that are physicallyseparated when attached to vehicle 200 envelope. As shown in FIG. 23motor propulsion gondola 230, sensor gondola 300, and mainprocessing/power gondola 250 can be three different pods. This alsoallows the propulsion system to be in the most optimal location for themission profile, while distributing other portions of the system forweight balancing reasons. In some embodiments, the gondola(s) is(are)removable from the vehicle 200 envelope, allowing the vehicle 200 to beeasily reconfigurable for different functions, payloads, and/or weightbalancing.

Propeller Safety System

A propeller safety system 272 is also provided as part of the maingondola 250. The propeller safety system 272 includes a processor 273, acapacitive touch sensor 274 and multiple touch sensitive pads 275 and276. The propeller safety system 272 is configured to preventenergization of the propellers of the propulsion bay 230 when the system272 senses contact (i.e., human touch contact) with the main gondola250. FIG. 31 depicts one embodiment gondola 250 incorporating apropeller safety system, wherein the shaded area 550 comprises a touchsensitive pad.

It should be appreciated that entire vehicle 200 can be hand launched(depending on the size of the vehicle 200). The propeller safety system272 prevents energization of the propulsion bay while a person istouching the main gondola 250 (or other protected zone).

Envelope Venting and Blow-Hole Failsafe System

In some embodiments, the interior interface module 280 includes apressure sensor 290 and solenoid 291 and solenoid valve 292. Theprocessor 282 monitors the pressure inside the vehicle 200 by monitoringdata provided by the pressure sensor 290 as a redundant check and inconjunction with the differential pressure sensors of the main embeddedsystem 251 (See FIG. 8). In a failure mode, such as when the vehiclesystems determine that the vehicle has been shot or the tether has beencut, for example, the interior interface module 280 can activate thesolenoid 291 to open a blow-hole configured for a large scale release offluid from within the vehicle 200 or activate the solenoid valve 292 forcontrolled release of fluid. In some embodiments, the diameter of theblow-hole may range from two inches to twelve inches. Those skilled inthe art will recognize from the present disclosure that the size of theblow-hole may at least in part be determined by the size of the vehicle200. It should be appreciated that a single solenoid 291 can beconfigured to operate multiple blow-hole safety releases using a plungerthat is activated by the single solenoid. Alternatively, separatesolenoids can be provided to operate dedicated blow-hole valves.

The solenoid valve 292 can be activated in connection with the ballonetassembly 226 operation to maintain a constant pressure differentialbetween the inside of the vehicle 200 and the atmospheric pressure.However, if the vehicle 200 determines that it is outside of a desiredrange because of some catastrophic failure, the processor 282 mayactivate the solenoid 291 to quickly ground the vehicle 200. Controlledventing of lifting gas may occur during a rapid landing approach in highwinds, a determination that the vehicle is unable to return to the CCIS150 or operations where the airship needs to land quickly in order tonot reveal the position of troops to enemy combatants, e.g. controlledrapid decent for supply delivery in an area where envelope detection isundesirable. By the time the airship is reaching the ground it would insome embodiments contain only 30% lifting gas remaining, thus thevehicle experiences controlled but quickly descending flight and theremaining lifting gas may be quickly dispensed once the vehicle 200 ison the ground. All of this makes any detection of the vehicle 200 farless likely.

In some embodiments, the solenoid valve 291/292 fails open and allowsfor resealing once the vehicle 200 is recovered. As shown in FIGS. 18Aand 18B, the solenoid valve 291/292 is held in place with a normallyopen solenoid 450, such that if an unexpected total loss of poweroccurred, the blow-hole fails open, vents the lifting gases and thevehicle 200 will descend. FIG. 18A shows the solenoid valve 291/292 inthe operating position and FIG. 18B shows the solenoid valve 291/292 inthe open/venting position. In some embodiments, the solenoid valve291/292 includes a valve body 452 and valve seat 454 made from rubber.The shape and hardness of the valve body 452 and valve seat 454 arefactors contributing to the success of the solenoid valve 291/292. Theseal needs to be helium (or other lifting gas) tight, and still be ableto allow the valve body 452 to fall away if power is removed from thesolenoid 450. In the embodiment of FIGS. 18A and 18B, a tapered valvebody 452 that the solenoid 450 attaches to is pulled or pushed into avalve seat 454 that is lined with rubber.

In another embodiment, the allowed displacement of the valve body 452may be varied for a slow, controlled venting valve. As shown in FIG.22A-B, a travel limiting stop 470 may be provided that limits the lengthof travel of the valve body 452. It will be appreciated that the valvebodies 452 are controlled by solenoids 450 in some embodiments althoughnot illustrated in FIG. 22A-B. The solenoid valve 292 on the left inFIGS. 22A-B is for controlled venting, such that even when fully opencan still be pulled close by the solenoid, thus the travel limiting stop470 in this area does not allow the valve body 452 to completely clearthe valve seat, thereby limiting the rate at which fluid that may bevented through the valve. The solenoid valve 291 on the right in FIGS.22A-B functions as a blow-hole and is used for safely grounding theairship, thus the travel limiting stop in this area allows the valvebody 452 to completely clear the valve seat but still captures it sothat it is not lost.

Main Envelope Chamber Vent and Refill with Air Capability

In a situation where the majority of the payload is offloaded from thevehicle 200 and there are no means (or it is inconvenient) to addballast back to the vehicle 200, means to add air and/or vent liftinggas may be provided. For example, for a typical ballonet of 30% totalenvelope volume that is already full, there may be the desire to, withforce, vent more of the lifting gas to reduce buoyancy. Instead of, orin addition to, using the blow-hole solenoid valve 292 discussed above,a blower fan in series with a solenoid valve may be connected to thevehicle 200 envelope to actively suck lifting gas from the main liftinggas chamber. Additionally, a second blower fan in series with a secondsolenoid valve (or alternatively the same blower fan operating inreverse) may be used to force air into the main lifting gas chamber.

Sensor Pod

Referring to FIGS. 6 and 10, a block diagram of the sensor pod 300 isdepicted. The sensor pod 300 includes a sensor pod controller circuit302 which include a processor 303, a power conditioning and monitoringcircuit 304 and an inertial measurement unit 306. The sensor pod 300also includes an RF transmitter circuit 308 that, under the control ofthe processor 303, transmits video and other sensor data from the videounit/sensor unit 310. Besides video, the RF transmitter circuittransmits other sensor data such as audio, position data and generalhealth of the vehicle (i.e., pressure data, battery life, laser paintingdata described above, etc.).

Modularity and Redundancy

It should be apparent from the above description, that the componentsused in the vehicle 200 are intended to be modularized for ease ofreplacement for repairs, upgrades and modifications to add, remove, orchange the various components. As a result there are several levels ofredundancy. For example, in the systems described above there aredistributed processors, power conditioning/monitoring circuits, etc. Thedistributed approach provides modularity as well as redundancy in caseof failure of one or more systems. While this distributed approach is bydesign, it should also be appreciated that combining redundancies into amore central system approach is also contemplated by the authors of thepresent disclosure. In such a system, fewer parts can be used. However,one cost of the central approach is lack of modularity as well as lackof redundancy.

Modular Self-Configuration

In some embodiments, many of the subsystems on the vehicle 200self-configure to the environment through their own local sensors andprocessors. For example, a fin may have positional awareness by theinclusion of a 3-axis accelerometer. The fin processor is programmed tomove the fin to a predetermined starting position upon being powered up,so the processor may operate the appropriate drive motor(s) to move thefin until its position, as determined by the 3-axis accelerometer,matches the preprogrammed starting position.

Any of the subsystems on the vehicle 200 may be designed toself-configure. Once the subsystem is powered up and its orientationdetermined (if needed), the subsystem announces its presence on thesystem communications bus, and it is recognized by the main systemprocessor. The main system processor will not start operation of thefull vehicle system without all predetermined “necessary” components,and in some embodiments will communicate to a user which necessarysubsystems it believes are still missing. The main system processor alsohandles conflicts, e.g., two starboard (right) fins reporting presence,and will “reboot” conflicting fins using the communication bus, and/orat some point alert the user. Such self-configuration greatly simplifiesthe construction/repair of the vehicle, particularly if it is beingassembled in the field (e.g., in a theater of war).

Disposable Piggyback Bladder

In some situations, such as when delivering a heavy payload, it may bedesirable to provide extra buoyancy to the vehicle 200. One way toachieve this is to provide an external saddle bladder that fits aroundthe outside of the vehicle 200 envelope, thereby allowing the user tostrap on “extra lift” to the vehicle 200. One embodiment of such apiggyback bladder 410 is illustrated in FIGS. 13 and 14. The piggybackbladder 410 may be a sheet of material that uses a portion of thevehicle 200 envelope to form one side of the extra fluid holding chamber(as illustrated in FIGS. 13 and 14), or the piggyback bladder may beself-contained and not require cooperation of the vehicle 200 envelopeto hold the fluid. The piggyback bladder 410 is able to quickly releasefrom the main envelope of the vehicle 200 and thereby instantly removesa predetermined amount of lift/buoyancy. This would be useful if, forexample, where emergency supplies were dropped from the vehicle 200 andthe unmanned vehicle 200 had to quickly redeploy before ballast could beadded. The piggyback bladder 410 may be releasably attached to thevehicle 200 in any convenient fashion. FIGS. 13 and 14 illustrate thepiggyback bladder 410 held onto the vehicle 200 by means of cords 412.In some embodiments, the cords 412 may be released from the vehicle 200by activation of solenoids (not shown) under control of a dataprocessing device in the vehicle 200 or the CCIS 150.

Sealed Wire Bundles

Over time, the lifting gas inside the vehicle 200 envelope can escapethrough various locations, including through wire used for variousfunctions onboard the vehicle 200. For example, bundled wire, such asCAT5e, CAT6, etc., typically used for network applications is one suchlocation for escape of the lifting gas. In its standard commercialconfiguration, these bundled wires can allow the lifting gas to enterthe wire shield or casing through the connectors and through the emptyspaces between the wire shield or casing and the insulation/interiorwires. In one embodiment of the present disclosure, this characteristicof bundled wire is changed by a vacuum sealing technique. A vacuum ispulled on one end of the wire while the other end of the wire isinserted into a reservoir of appropriate sealant, such as silicone caulkor epoxy, for example. As the vacuum extracts the air from this nowclosed system, the sealant is pulled into at least a portion of thevoids within the wire bundle. After a period of time, which variesdepending on the viscosity of the sealant, the size of the opening inthe wire, the length of the wire, the level of vacuum applied to thesystem, and other variables (but is typically 1-60 minutes), the wirebundle has been at least partially impregnated and the sealant will thencure as necessary. The commercially available wire is now helium (orother gas) proof, such that if the wire is used to send voltage andcommunications to electronics inside the envelope of the vehicle 200,air will not leak into the envelope and helium will not leak out throughthe modified bundled wires.

Vehicle Failsafes

It should also be appreciated that the vehicle 200 is configured so thatit is not lost, whether due to end user error, catastrophic failure, orsystem anomaly. This autonomous characteristic is achieved throughself-monitoring processes calculating range, remaining power, pressurewithin the vehicle and other general health conditions that aremonitored and communicated to the ground station system 100. Aspects ofthe autonomous characteristics include one or more of the following: i)blowhole safety valve (described above with respect to solenoid 291depicted in FIG. 9) which prevents a float away condition, ii) ballonetsystem 226 which is part of a pressure monitoring system that maintainsa constant pressure differential between inside of the vehicle 200 andatmospheric pressure, iii) multiple chambers within the shell 202 thatallow the airship to remain airborne longer, even with part of the shell202 being compromised, iv) a manual pull ripcord that will open a holein the skin (can be used when the vehicle 200 is near the ground orwhile tethered (see below), and v) automatically returning to a set ofdesignated coordinates on the ground by adjusting the pitch of theblades 229 and the fin assembly 204 and descending to positions at thedesignated coordinates on the ground.

As shown in FIG. 12, in some embodiments the vehicle 200 self-monitorsvarious environment data including mean power consumption for 30 second,one minute, 10 minute and entire mission, remaining battery charge, windspeed, wind direction, ambient temperature, current heading, speed,relative position and distance to the CCIS 150. A fewer or greaternumber of factors can be considered in the self-monitoring process.Using the self-monitored environment data, the vehicle 200 calculates asoft wall radius 400 from which it can always return back to the CCIS150. Due to changing weather conditions or mission characteristics, thisradius 400 is dynamic and constantly being updated, but only significantchanges are communicated back to the user of the CCIS 150. If the CCIS150 commands the vehicle 200 to proceed to a GPS waypoint that isoutside the soft wall radius 400, the vehicle 200 will fly to its softwall limit 400 and alert the user of the CCIS 150 to the fact that thevehicle 200 will not have enough remaining battery charge to return tothe CCIS 150. The vehicle 200 will not proceed beyond the soft walllimit 400 unless over ridden by the user of the CCIS 150.

Tethered Vehicles

While the vehicle 200 is configured to be autonomous or semi-autonomous,a tethered embodiment is also envisioned. In such an embodiment, a cableconnects the airborne vehicle 200 to the ground station system 100 toprovide communication through the tether. In other embodiments, thetether or cable is merely to maintain the general position of thevehicle 200 without communication links in the cable, and communicationis instead accomplished using radio, light, or other appropriate formsof communication. The vehicle 200 remains under power (i.e., propulsion)to maintain position, however, data is securely transferred between theground station and the vehicle, either through the tether or by othermeans. Additionally, power may be provided to the vehicle 200 throughthe tether. As noted above, the vehicle 200 may be configured to betethered or untethered.

In some embodiments, the tether may be retracted onto a motorized spool(not shown) carried by the vehicle 200. Once the vehicle 200 tether isreleased from the ground, the vehicle 200 control system may rotate thespool to retract the tether back to the vehicle 200. In someembodiments, the vehicle 200 may be programmed to fly to a designatedlocation, and extend its tether to the ground where it may be retrievedby a user and used to secure the vehicle 200. In other embodiments, thisprocedure is used to land the vehicle 200, either by the user pullingdown on the tether until the vehicle is grounded, or by the usersecuring the tether and the vehicle 200 rotating the spool to retractthe tether, thereby lowering the vehicle 200 to the ground. In otherembodiments, the non-spool end of the tether is attached to the vehicle200 and the spool is lowered to the ground by unreeling the spool.

In some embodiments, the tension in the tether line is maintainedsubstantially constant by changing the angle of attack of the fincontrol surfaces. A tension gauge within the tether line may measure thetension in the line and provide this information to the onboard computerthat is monitoring the aerodynamic sensors to calculate the mosteffective angle to which to command the fins. Such a tension gauge maybe located at any position along the length of the tether line. In otherembodiments, the winding spool of the tether may include a clutch orbrake that allows it to slip at certain predetermined loads, which aidsin reducing shock loads. In other embodiments, a section of elasticline, spring, or other device that allows temporary linear expansion ofthe tether line, may be inserted into the tether line in order to reducethe shock loads.

The tether may be used to attach the vehicle 200 to ground vehicles to,for lack of a better term, create a mobile aerostat. This configurationsaves on run time for the batteries and also allow the airship tofunction in high winds outside its regular operating conditions. Thisconfiguration is especially useful for convoy protection, where one ormore tethered vehicles 200 accompany the convoy to provide aerialreconnaissance. The control system can still stabilize and adjust thecontrol surfaces of the vehicle 200 to minimize disturbances from thewind and hold a heading of the vehicle 200 as desired. This will alsoensure that the tension in the tether line is not exceeded, as happenswith prior art systems. Furthermore, the benefit of safety systemsalready integrated in the airship would remain available.

The vehicle 200 can also separate from the ground vehicle at any time togo pursue a target of interest or perform other missions. As the vehicle200 separates from the tether line, it begins the trimming process toensure that it has the correct bag pressure and lifting gas fornon-tethered flight.

Side Force Generator

When the vehicle 200 is tethered, it is subject to being moved in a backand forth pattern during gusty wind conditions. As shown in FIG. 33, anadditional set of fins 570 may be placed on or near the vehicle 200centerline, such as on the gondola, tether attachment plate, verticaltail fin, or on the tether line directly. These fins 570 have smallcontrol surfaces or the entire fin 570 deflects, and can vary the angleof attack based upon feedback from the vehicle 200. Since the fins 570are placed on or near the axis of the tether line, very littlerotational moment about the z axis is generated. The lateral force,along the y axis, is used to damp out any oscillations along the y axiscaused by wind.

Tether Attachment Plate

As shown in FIG. 34A-B, an aerostat tether attachment plate 580 may beprovided to distribute the forces from the tether line evenly across alarger surface area of the envelope. This eliminates (or greatlyreduces) the number of associated lines, extra tethers, or guy wiresthat are necessary in the prior art to operate an aerostat. For largeraerostat platforms with various stitching patterns and reinforcements tothe envelopes (such that the envelope surface is not planar),appropriate channels may be made in the surface of the attachment plate580 that faces the envelope in order to accommodate such features. Asshown in FIG. 34A-B, a smaller plate 582 may be provided as a backupfeature coupled to a secondary line running from the tether line to thesecondary attachment plate 582.

Vehicle Buoyancy Control

In some embodiments, a weight with a quick release mechanism can beattached to the vehicle 200 to affect the buoyancy of the vehicle 200.In addition, the ballonet assembly 226 can be filled with the same fluidas the shell (e.g., helium) to provide additional buoyancy.

In one embodiment, a solenoid valve (not shown) and an air movingapparatus (not shown), e.g., a fan, can be used to moved air into theshell to affect buoyancy of the vehicle 200. This approach isparticularly useful when the vehicle 200 is utilized to providetransport of a payload to a designated location, and wherein after thetransfer the vehicle may have excessive buoyancy.

Projectile Resistance

With the main processing components being co-located in the main gondola250, a bullet resistant layer may be provided in the main gondola 250.Also, as discussed above, for reasons of serviceability, analogdampening, sensor isolation, etc., the main gondola 250 may bephysically separated from other compartments, e.g., the propulsion bay230. However, it should be appreciated that the different compartmentscan be combined into one assembly and attached to the shell 202. Inaddition, certain components can be placed inside the shell 202 toprotect against environmental conditions.

Rigid, Semi-Flexible and/or Flexible Support Structure

In some embodiments, the vehicle 200 comprises non-uniform, non-revolvedshapes. For example, FIG. 24A shows an airship in the shape of atraditional flying wing. In some embodiments, reinforcing elements 480,such as rods, plates, tubes or the like, may be inserted into flexiblesleeves 482 to add shape where desired by the designer, as shown inFIGS. 24B-C. The reinforcing elements 480 may be rigid, semi-flexible,and/or flexible. In some embodiments, the reinforcing elements 480 maybe planar as shown in FIG. 24C. The reinforcing elements 480 are easilyremoved for packability and the reinforcing elements 480 are not joinedto one another, so the vehicle may be broken down into just thereinforcing elements 480 and the envelope. Such a construction allowsfor rotationally non-symmetric shapes to be achieved. Aerodynamics orpayload considerations may drive the desire to produce a vehicle havingsuch shapes.

Non-Symmetric Shapes

Separate chambers in the vehicle 200 may be used to form non-symmetricshapes. For example, FIG. 28 illustrates three similar length airshipswith diverse flying characteristics used for different profiles. In someembodiments, the separate chambers can be used with reinforcing elements480 to form non-symmetric shapes. Other reinforcements may includefilaments, such as carbon tow or similar materials in tension, or ashell to force the chambers to hold a specific aerodynamic shape. Thecarbon tow can be manufactured into the envelope film, allowing for morecomplicated, asymmetric aerodynamic shapes.

Additionally, as shown in FIGS. 29A and B, high pressurized tubes 530that run along the length of, or in rings around, the envelope or in anypath necessary to hold the material in the desired shapes may beprovided. Changing the pressure in the tubes 530 acts to change theshape of the vehicle 200 as needed, even during flight, relative to themission, wind, speed and other variables.

Use of Vehicle as a Ground Shelter

In yet another embodiment, the vehicle 200 can be used as a shelter onthe ground by removing fluid therein and replacing with air. The shell202 can be used as a tent (shelter) in an emergency situation.

Internal Payload Bays

Internal payload bays of any configuration may be provided within thevehicle 200 envelope. One embodiment of such a payload bay is shown inFIGS. 25A and B. In the embodiment of FIGS. 25A and B, a payload bay 490comprises an interior space segregated from the fluid holding chambersof the vehicle 200. The walls of the payload bay 490, including theretractable door 492, may be constructed from a rigid or semi-rigidmaterial, such as carbon fiber, Kevlar, etc., for carrying substantialpayload weight that is to be offloaded at a destination or while inflight. The compartment may be placed anywhere on the vehicle 200, whilekeeping in mind the airship flight and mass characteristics. Additionalballast, or additional payload bays, may be added on other parts of thevehicle 200 to compensate for the payload bay 490.

Field Servicing Tools Carried on the Airship

In some embodiments, field assembly and maintenance tools are carriedonboard the airship, and may be redundant to some of the tools carriedin the Command and Control Interface System 150. The presence of thetools onboard the airship allow for remote field servicing and ensuresthat repair is possible away from the Command and Control InterfaceSystem 150 or dedicated service facility.

Strong Magnets for Envelope Attachment

In some embodiments, attachment surfaces may be glued or otherwiseattached to the envelope, and such attachment surfaces may includemagnets to hold and/or align items being attached to the attachmentssurface. For example, as shown in FIG. 35, an equipment attachmentsurface 600 may be disposed on the bottom of the envelope. In someembodiments, the equipment attachment surface includes one or moremagnets 602 that attract and hold one or more ferrous surfaces 604 onthe equipment 606 to be mounted, such as a sensor pod or gondola to namejust two non-limiting examples. In some embodiments, the one or moremagnets are on the equipment 606. In other embodiments, both theequipment 606 and the equipment attachment surface 600 include magnets,either at different locations or at the same locations but with oppositemagnetic polarity. In some embodiments, the equipment attachment surface600 and/or the equipment 606 additionally have further alignmentdevices, such as protrusions 608 and corresponding recesses, to ensurethat the equipment is properly aligned with the equipment attachmentsurface 600. The equipment attachment surfaces 600 may be used to attachany item to the vehicle, such as pods, sensors, lights, handles andtether coupling points, to name just a few non-limiting examples. Thepresence of the magnets 602 allows for quick coupling and uncouplingand, in some embodiments, the magnets 602 provide a self-aligningattachment mechanism.

Blimp-to-Blimp Information Communication

When a network of aerostats or airship systems is deployed at the sametime, each blimp is monitoring the conditions at its location. Each ofthe blimps may therefore communicate their local conditions to each ofthe other blimps, either directly or through a central communicationhub. For example, the blimps may monitor any type of local condition,such as weather conditions or the presence of enemy fire. Thisinformation will give blimps downrange of a weather issue or an area ofenemy fire a predictive capability to prepare for that disturbance or toavoid it, such as by changing locations or grounding the vehicle.

Vehicle Cocoon

As shown in FIG. 36, a vehicle “cocoon” 620 may be provided to assist inthe inflation of the vehicle 200 and/or to assist with working on thevehicle 200 on the ground. Cocoon 620 comprises an upper cocoon portion622 and a lower cocoon portion 624. Upper portion 622 may be releasablejoined to lower portion 624 along the edges thereof, such as byfasteners 626 and grommets 628 (or any other desired fastener system).In some embodiments, the upper portion 622 and lower portion 624 arepermanently or semi-permanently joined around approximately one half oftheir peripheries, and releasable joined around the other approximateone half of their peripheries. The cocoon 620 has provision for stakingthe cocoon to the ground (or other mounting surface, such as a groundvehicle), such as triangular flaps 630 to which guy wires may beaffixed, with the other end of the guy wires secured to the ground. Insome embodiments, the cocoon 620 is placed only around portions of thevehicle 200 forward of the fins.

In use, the cocoon 620 may be deployed around a non-inflated vehicle 200and staked to the ground. Then the vehicle may be inflated and thecocoon 620 will prevent the vehicle from floating away. The cocoon 620also serves to provide a protective surface to prevent the vehicleenvelope from being damaged by being in contact with the ground whilebeing inflated.

The cocoon 620 may also be used to secure a previously inflated vehicleto the ground. The lower portion 624 is laid under the vehicle, and theupper portion 622 is thrown over the top of the vehicle. The portions622 and 624 are then joined together and staked to the ground.

The vehicle may be released from the cocoon 620 by removing thefasteners 626 on one side of the vehicle. The vehicle will then floatupwards, with the upper portion 622 falling toward the side on which itis still fastened to the lower portion 624. It will be appreciated thatthe cocoon 620 provides a convenient means for working on the vehicle onthe ground, while also making it easy to release the vehicle when it isdesired for the vehicle to become airborne. The cocoon 620 may be madefrom any desired material, such as nylon to name just one non-limitingexample.

Mission Conduct

Detail regarding one embodiment method of conducting a mission includingstart-up, system arming, system launch, system mission, and systemrecovery (including communication), are depicted in Appendix A (e.g.,see FIGS. 1a, 1b, 1c 1, 1 c 2, 1 c 3, 1 c 4, 2 a 1, 2 a 2, 2 b 1, 2 b 2,2 c 1, 2 d 1, 2 d 2, 2 d 3, 2 d 4, 2 e 1, 2 e 2, and 2 e 3).

Those skilled in the art will recognize that numerous modifications canbe made to the specific implementations described above. Therefore,breadth of the above disclosure is not to be limited to the specificembodiments illustrated and described above. Other variations,alternatives, modifications, improvements, equivalents, and substantialequivalents of the embodiments and teachings disclosed herein, arecontemplated by the authors of the present disclosure.

What is claimed:
 1. A fin assembly for a vehicle having a skin definingan interior volume adapted to hold a first quantity of fluid that islighter than air, the fin assembly comprising: a first rod disposedwithin the interior volume, the first rod having a first end and asecond end; a second rod disposed within the interior volume, the secondrod having a third end and a fourth end; a first horizontal fin disposedexternal to the interior volume and operatively coupled to the first endthrough the skin; a second horizontal fin disposed external to theinterior volume and operatively coupled to the second end through theskin; a first vertical fin disposed external to the interior volume andoperatively coupled to the third end through the skin; and a secondvertical fin disposed external to the interior volume and operativelycoupled to the fourth end through the skin.
 2. The fin assembly of claim1, wherein the first and second rods are coupled to one another.
 3. Thefin assembly of claim 2, further comprising: wherein the first rodextends along a first axis; wherein the second rod extends along asecond axis, forming and angle therebetween.
 4. The fin assembly ofclaim 3, wherein the angle is substantially 90 degrees.
 5. The finassembly of claim 1, further comprising: a first drivetrain at leastpartially enclosed by the first rod; and a second drivetrain at leastpartially enclosed by the second rod.
 6. The fin assembly of claim 1,further comprising: a first stiffening plate disposed at the skinbetween the first end and the first horizontal fin; a second stiffeningplate disposed at the skin between the second end and the secondhorizontal fin; a third stiffening plate disposed at the skin betweenthe third end and the first vertical fin; and a fourth stiffening platedisposed at the skin between the fourth end and the second vertical fin.7. A fin assembly for a vehicle having a skin defining an interiorvolume adapted to hold a first quantity of fluid that is lighter thanair, the fin assembly comprising: a support attached to an exteriorsurface of the skin; at least one fin coupled to the support.
 8. The finassembly of claim 7, wherein the support completely encircles thevehicle.
 9. The fin assembly of claim 7, wherein the support comprises aplurality of arced sections.
 10. The fin assembly of claim 7, whereinthe at least one fin comprises: a first portion of an H-section fin; anda second portion of an H-section fin.
 11. The fin assembly of claim 1,wherein at least one of the first horizontal fin, the second horizontalfin, the first vertical fin, and the second vertical fin cooperates witha propulsion system to assist the vehicle in maintaining and changing atleast one of stability, altitude, or position.
 12. The fin assembly ofclaim 1, wherein at least one of the first rod or the second rod ishollow.
 13. The fin assembly of claim 1, wherein at least one of thefirst horizontal fin, the second horizontal fin, the first vertical fin,and the second vertical fin has an angle of approximately 45° withrespect to a plane positioned along a longitudinal axis of the vehicle.14. The fin assembly of claim 1, wherein at least one of the firsthorizontal fin, the second horizontal fin, the first vertical fin, andthe second vertical fin is moveable by utilizing an actuator.
 15. Thefin assembly of claim 1, wherein at least one of the first horizontalfin, the second horizontal fin, the first vertical fin, and the secondvertical fin is monitored by a pressure sensor.
 16. The fin assembly ofclaim 1, wherein at least one of the first horizontal fin, the secondhorizontal fin, the first vertical fin, and the second vertical fin isintegral with the vehicle.
 17. The fin assembly of claim 1, wherein atleast one of the first horizontal fin, the second horizontal fin, thefirst vertical fin, and the second vertical fin has a control surface,wherein the control surface may be at least one of rigid or non-rigid.18. The fin assembly of claim 1 further comprising guides to support andmaintain at least one of the first horizontal fin, the second horizontalfin, the first vertical fin, and the second vertical fin.
 19. The finassembly of claim 1, wherein at least one of the first horizontal fin,the second horizontal fin, the first vertical fin, and the secondvertical fin includes at least one of a power circuit, a processorcircuit, or a tri-axis accelerometer device.
 20. The fin assembly ofclaim 6, wherein each of the first stiffening plate, the secondstiffening plate, the third stiffening plate, and the fourth stiffeningplate are fused to the skin by at least one of heat or pressure.